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THE PROJECT FOR FORMULATION OF GREATER KANDY URBAN PLAN Final Report: Vol.2 Main Text CHAPTER 6 SECTORAL SITUATIONAL ANALYSIS 6.1 Transport 6.1.1 General Transport, specifically traffic congestion, is one of the major urban issues in Kandy. There are many factors that aggravate traffic congestion, including (i) the concentration of public facilities in the city centre which generates much traffic, (ii) a limited road network in the mountainous area, (iii) traffic congestion in the town centre mixed with through-traffic on the trunk roads to Kandy and daily traffic inside the city, (iv) traffic bottlenecks at bridges, (v) limited areas designated for parking in the city, and (vi) inappropriate traffic management. Various organisations such as Road Development Authority, Kandy Municipality Council, and Strategic Cities Development Project have conducted studies and implemented projects for the transport sector until recently. In this section, past and present transport plans and projects will be reviewed, and based on lessons learned and experiences, the transport sector’s development orientation that will be in conjunction with regional and city levels will be proposed. 6.1.2 Travel Behaviour in the Heritage Area, Kandy Based on the results of the interview survey, travel behaviour of 2,000 households in the Heritage Area is analysed, and this includes trip purpose, traffic distribution, and travel modes. (1) Trip Purpose The survey results show that the trip purpose of the largest share of respondents is commuting to place of work and business (66%). Meanwhile, some respondents commute to do shopping (14%), go to school (7%), and conduct or attend to business (7%). Hence it is effective to target commuting trips for transport plan and management. Source: Household Interview Survey, The JICA Team Figure 6.1.1 Trip Purposes in the Heritage Area 6-1 THE PROJECT FOR FORMULATION OF GREATER KANDY URBAN PLAN Final Report: Vol.2 Main Text (2) Travel Modes 1) Modal Shares Travel mode for majority (37%) in the Heritage Area is bus, 20% simply walk, 16% travel by car, 12% ride their motorbikes, while the rest travel by other means. The modal share of railway is only 1%. The results reflect that the share of public transport (bus and three wheelers) is higher than that for private modes of transport (car and motorbike), and consequently traffic management focusing on public transport should be prioritised. As for transport modes depending on travel time, most people walk if destination can be reached within 20 minutes, and prefer to ride in three wheelers and motorbikes for short trips. For longer trips, majority takes the bus. Source: Household Interview Survey, The JICA Team Source: Household Interview Survey, The JICA Team Figure 6.1.2 Modes of Transport Figure 6.1.3 Modes of Transport by in the Heritage Area Travel Time in the Heritage Area 2) Bus Operation As for bus operation in the Heritage Area of Kandy, 80% are intra-provincial buses operated by the Central Province RPTA (Regional Passenger Transport Authority) and Sri Lanka Transport Board (SLTB), while 20% are inter-provincial buses operated by the National Transport Commission (NTC) and SLTB. These data just show that it is necessary to apply an effective transport policy focusing on intra-provincial bus services. Table 6.1.1 Current Situation of Inter- and Intra- Bus Operation in Kandy No. of No. of Scheduled Type of Share No. Operator No. of Routes Scheduled Departures from Route (%) Buses CBD Intra- RPTA 1,398 3,787 55 1 Provincial SLTB* 193 841 1,686 24 Subtotal 2,238 5,473 79 NTC 66 700 700 10 Inter- 33 common +8 2 Provincial SLTB* 719 719 11 exclusive routes Subtotal 74 1,419 1,419 21 Total 3,657 6,892 100 Note: CBD denotes Central Business District Source: Public Transport and Traffic Management, SCDP Project Kandy, Sri Lanka, 2016 6-2 THE PROJECT FOR FORMULATION OF GREATER KANDY URBAN PLAN Final Report: Vol.2 Main Text (3) Trip Distribution Figure 6.1.4 shows that one-third of trips is accumulated in the Commercial Grid Zone. There are few trips to the cluster cities of Kundasale (5%), Peradeniya (4%), and Kundasale and Digana (4%). Source: Household Interview Survey, The JICA Team Figure 6.1.4 Trip Distribution of Vehicles in the Heritage Area According to past transport study, Kandy’s central business district (CBD) was the travel destination for 59.5% of all vehicles from outer districts and provinces. Consequently, with this trip distribution most of socio-economic activities are accumulated in Kandy CBD. Source: Kandy City Transport Study, 2011 Figure 6.1.5 Trip Distribution of Vehicles from Outer Districts and Provinces 6-3 THE PROJECT FOR FORMULATION OF GREATER KANDY URBAN PLAN Final Report: Vol.2 Main Text 6.1.3 Current Transport Problems (1) Concentration of Traffic in the Centre of Kandy Kandy City is the centre of socio-economic activities in the Greater Kandy Area with relatively small town centres surrounding it. Concentration of businesses and industries can be found in few places, such as the automobile-related service industry of Katugastota and Akurana, or industrial estates in Digana. As such, the concentration of traffic in Kandy City is worsening, and traffic congestion due to commuting public, particularly in buses, is becoming chronic. The existing plans and projects proposed development of satellite cities and the improvement of roads between satellite cities to avoid traffic concentration in the centre of Kandy. Figure 6.1.6 shows several identified traffic bottlenecks always occurring at peak hours. Most of these sites have the following common features which are thought to cause traffic congestion: Located at three-way intersections with narrow spaces Located near large-scale facilities (schools, hospitals) Located near bridges Located near bus stops Many pedestrians No bus bay installed on the road, etc. Insufficient capacity of bus terminals nearby, causing the congestion to extend to the surrounding intersections, making the situation worse 7:30AM 1 5PM 2 1 4 3 3 2 4 5 5 10 6 8 9 7 12 11 13 14 15 14 16 15 5PM 6 9 8 7 11 10 12 13 Source: The JICA Team Figure 6.1.6 Traffic Bottlenecks around Kandy City 6-4 THE PROJECT FOR FORMULATION OF GREATER KANDY URBAN PLAN Final Report: Vol.2 Main Text Narrow three-way junction A bus stop without passing lane Unsafe pedestrian crossing in front where cars behind cannot pass of a bus stop A bus stop near the bridge Bus terminals without pedestrian crossing obstructing cars behind Source: The JICA Team Figure 6.1.7 Traffic Bottlenecks (2) Development Constraints due to Terrain Figure 6.1.8 shows the slope condition of Greater Kandy’s terrain. According to the Japanese Road Structure Order, the maximum slope at the design speed of 60 km/h is 5% on an ordinary road. But in the Kandy area, there are many sites with slope exceeding 5% and that the conservation area has been designated. As such, it is difficult to plan for new road development. For these reasons, so as to accommodate traffic adequately, it is indispensable to reduce private vehicles on the road by promoting public transportation, establishing transportation services to promote the use of public transportation, enhancement of existing railway transport to support it, building multimodal hubs/park and ride facilities, and provide information management by ITS (intelligent transport system) and ICT (information, communication technology). Source: The JICA Team Figure 6.1.8 Topographic Map of Kandy 6-5 THE PROJECT FOR FORMULATION OF GREATER KANDY URBAN PLAN Final Report: Vol.2 Main Text Of all the roads in the Greater Kandy Area, the three major roads accessing the centre of Kandy city center are the ones with many congestion points as seen in Figure 6.1.9. The current traffic volume is 55,746 cars/day while the estimated traffic capacity is 37,256 cars/day; thereby, travel time is 17 minutes from Peradeniya to the centre of Kandy. Assuming that the traffic volume is increased by 1.48 times to a total volume of 82,504 car/day based on the future demographics, the travel time is estimated as 72 minutes1 for 4.5 km from Peradeniya (Gatambe junction) to the centre of Kandy. Because Kandy is situated in a mountainous area, it is difficult to develop new roads, making it difficult to disperse traffic. As such, a small increase in population might cause heavy traffic congestion. Vehicle Type Source: Greater Kandy Master Plan, UDA Figure 6.1.9 Traffic Volume around Kandy City (3) Poor Transportation Network As shown in Figure 6.1.10, there are many historic heritages scattered in the Greater Kandy Area. When considering utilisation of these resources for tourism promotion from the economic development point of view, improvement of access roads and measures to cope with tourism transportation are required. In addition, integration of linkages to existing scattered industrial facilities around Kandy City, linkage with the highway project, and linkage with industries in neighbouring regions are important. Figure 6.1.11 shows the location of the public facilities in the Greater Kandy Area at present. More facilities are expected to be developed for the future expansion of socio-economic activities (e.g. waste disposal sites, recycling facility, power generation facility, logistics facility, warehouses, hospitals, commercial facilities, and schools). To effectively utilise these facilities, it is necessary to improve their accessibility. 1 For calculating travel time, BPR function is adopted to estimate by the equation Time = 8x(1+0.15x(82504/37256)5)=71.9 (minutes). 6-6 THE PROJECT FOR FORMULATION OF GREATER KANDY URBAN PLAN Final Report: Vol.2 Main Text Source: The JICA Team Figure 6.1.10 Historic Heritages and Road Network in Greater Kandy Source: The JICA Team Figure 6.1.11 Public Facilities and Road Network 6-7 THE PROJECT FOR FORMULATION OF GREATER KANDY URBAN PLAN Final Report: Vol.2 Main Text (4) Disaster Risk Figure 6.1.12 shows the NBRO’s landslide risk categorisation of various sites in Greater Kandy Area.
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